Car-replacer.



R. G. REA.

CAR REPLACR.

APPLICATION FILED APR. Il, ISH?.

Patented Dec. 1T, 1918.

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CAR-REPLACER.

Specification of Letters Patent.

Patented Dec. 17, 1918.

Application filed April 11, 1917. Serial No. 161,204.

T0 all 'whom t may concern:

Be it known that LROBERT GEORGE REA, a citizen of the Dominion of Canada, residing at the city of Winnipeg, in the Province of Manitoba and the Dominion of Canada, have invented certain new and useful lmprovements in Car-Replacers, of which the following is a specification.

My invention relates to devices which are used in case of the derailment of a railway car, to replace the car upon the tracks', and the object of the invention is to provide a device of this character which may be carried as a part of the regular equipment of railway trains and which may be readily positioned for use in ease of accident and without the necessity of either cutting the rails or spiking the device to the sleepers. With this and certain other objects in view which will appear as the description proceeds, the invention consists in the novel construction and combination of parts first described in the following specication and then more particularly pointed out in the appended claims, reference also being had to the drawings forming part hereof, in which similar characters of reference indicate similar arts throughout the dierent views, an in whichf Figure 1 is a plan view of the device as it would appear when positioned for use in connection with a railway track.

Fig. 2 is an elevation from the inside, of that portion of the mechanism which is hooked upon the rail upon the right hand side of the track, the viewbeing in the direction indicated by the arrow.

Fig. 3 is an elevation of the corresponding side of that member which is hooked upon the opposite or left hand rail.

Fig. 4 is a sectional end view of the member shown in Fig. 2 and on the line 4 therein.

Fig. 5 is a similar View taken on the line 5 in Fig. 3.

Fig. 6 is a bottom plan view of the member shown in Fig. 3.y

Fig. 7 is a view in perspective of the switch member pertaining to the member shown in Fig. 2, wheny the arrangement of parts is such as shown in Fig. 1.

F ig. 8 is the switch member pertaining to that member shown in Fig. 3, under a similar arrangement of parts.

Fig. 9 is a view similar to that `shown in Fig. 7 but with the switch member added to show the connection from the'under side.

'In Fig. 1 the device is shown in connection with a track having the usual rails A and B, supported 'on sleepers C, the arrangement shown contemplating the replacing of a derailed car having its oif wheels straddliiig the rail B at the left hand side of the figure,

andthe parts of the device will be irst de-` scribed in their relation to the arrangement shown. In this the replacer comprises a pair of body members indicated as D and E, having longitudinal channels 4 and 5 respectively, on their under sides, to receive the heads of the rails and oset recesses 6 to receive the base ianges thereof. The member D in the present arrangement pertains to the rail A and that E to the rail B, these positions being however, interchangeable under the circumstances hereinafter touched upon, and the members are merely hooked upon the rails by their channels, the members each being provided with a base plate 7 extending lengthwise of the same and adapted to rest upon the sleepers at the side of the rail.

The upper surfaces of the members D and E are preferably made to crown on a true curve fromend to end as shown at 8 in Fig. 3, with the highest point at the center, and the plane of the surface in the case of the member D is cut by the grooves 9 and 10, which, starting at the extremities of the member in line with the inner side of the head of the rail A., run diagonally inward to meet and run out at the point 11, the member being here cut down to the bed plate 7 in line with the grooves, the faces 12 and 13 thus produced on the member forming continuations of the respective grooms 9 and 10.

The grooves 9 and 10 are provided to receive the flange of a car wheel and the rail portions 14 and 15 of the device are defined by the V-shaped portion 16 which is produced on the member by lowering the surface thereof slightly at rail width distance from the grooves 9 and 10.

The removal of the V-shaped portion 16 of the member operates to reduce weight but has no efect whatever on the function of the device. f

rlfhe cutting of the surface of the member D by the grooves 9 and 10 isolates the triangular rail portions 14al and 15a from the remainders 14 and 15 thereof but does not impair their relationship. The parts 14a and 15a, it will be noted, are entirely outside of the line of the rail A; and the ends of the said parts are reduced in thickness from the top down approximately half the depth of the member to provide a semicircular socket 17 at each end, the unreduced portions 18 being rounded on the outside and pierced through vertically to form the slots 19 .lying in the longitudinal direction of the member and opening into the circular depressions 20 formed in the under sides of the portions 18.

lThe member E as previously stated is connected with the rail B by hooking it thereover and the plane of its surface is cut diagonally by the grooves 21 and 22, these however, unlike those in the case of the member D, starting at the outer edge of the rail B and running inwardly to meet and run out at the point 23. The triangular rail portions 24a and 25a are on the inside and the main rail portions 24 and 25 are on the outside. The vertical faces 23 and 27 of the member in this case define the outer edges of the rail portions 2L1` and 25 and the extremities of these arev reduced to form the sockets 28, leaving the rounded portions 29 at each end having the slots 19 therethrough and the circular recesses 20 therebelow.

A tapered switch member F has a rounded projection 30 at its thicker end and a socket 31 therebelow, to loosely it the respective socket 17 yand projection 18 on the end of the member D, the projection 30 on the Switch having a depending stud 32 provided with a cross head 33 adapted to pass through the slot 19 into the recess 20 when the switch and member are approximately at right angles to each other, the ends of the switch and member being shaped to permit of this positioning as is clearly shown in the drawings, the switch being thus detachably and pivotally connected with the member. j

The switch member has a longitudinal groove 34 at itsinner side to register with the groove 10 in the member, the remainder of the surface forming a rail portion to coperate with those 15a and 15 on the member D.

j Similarly, a switch member G has a projection 35 and a recess or socket 36 to interconnect with'those 28 and 29 on the member E inthe manner of a hinge, and a stud 37 with a cross head 38 to pass through ythe slot`19 in the projection 29 on the member to complete the hinge or pivotal connection.

It will be noted that asthe studs on the switch members are positioned in slots rather than circular openings there is a considerable latitude possible in the relative positions of the switches to the Ahooked members Vfor a reason which will be clearly vapparent to persons familiarwith the art.

The switch G is also provided with a longitudinal groove, 39, to register with the groove 21 in the member E, and the rail portion A10 to register with the rail portion 2-1-l on the member.

The rail portions on both switches are beveled back as at 41 to facilitate entry of the car wheel ianges into the grooves.

The under sides of the points of the switches are provided with sharp points 42 which penetrate the faces of the sleepers upon which they rest and prevent slipping.

In operation, should a. car be derailed in the position previously mentioned, that is to say, with its wheels oir on the left and straddling the rail B, the members D and E would be positioned as shown in Fig. 1 and the switches lV and G moved pivotaliy till they faced the rims of the wheels. Power would then be applied to pull the car to the right when the derailed wheels would pass up the switch members with their flanges in the grooves in the switches, thence on over the members D and E till they passed off the opposite sides thereof onto the rails A and B.

Had the car been derailed to the right and with its wheels straddling the rail B the switch members would have been changed vacross and that F would have been connected with the opposite end of the member E while that Gr would have been connected with the opposite end of the member D, the changing across being` necessary to bring the grooves in the switches andfmembers into register.

On the other hand, if the car had been derailed with its wheels straddling the rail A, the members D and E would have been turned around and that D hooked on the rail B while that E was placed on the rail A. The switches would also be changed around in accordance with the direction in which it appeareddesirable to replace the car.

Thus the members are interchangeable and their switches directable to suit almost any case of derailment, while the surfaces of both provide the necessary rail and groove means to direct the car wheels in either direction back to their proper place on the rails and the tapered shape of the switches provides the necessary easy grade.

The members may of course be hollowed at certain points to reduce weight and the details of construction varied in many ways without however departing from the spirit direct the car wheels toward the said switch rails, they will form a switch and so avoid cutting of the regular rails when a temporary switch line becomes desirable.

What I claim is,-

l. A car replacer having a body, means to hook the body 0n a rail, a tie abutting" flange, a diagonally directed tread surface and a groove into which the edge of the tread surface merges, a switch member pivotally end connected to the body medially of the end of the tread surface thereon for partial rotation around the body and having an inclined tread surface and a groove leading to the similar parts of the body.

2. A car replacer comprising a pair of body members, one adapted for the outer and the other for the innerv side of rails, diagonally directed tread surfaces on the body members, grooves into which the edges of the tread surfaces merge, a pair of inclined switch members, tread surfaces on the switch members, grooves at the sides of the tread surfaces, and releasable pivotal connecting means on the switch and body members in line with the tread surfaces on each.

3. A device of the kind described comprising body members adapted to be hooked over rails, diagonally directed tread surfaces on the body members extending beyond the line of the said rails a distance greater than the width of the said rails, whereby the ends of switch rails may be made to register with the ends of the said tread surfaces, and grooves at the sides of the tread surfaces on the body members adapted to coincide with the sides of the said switch rails.

4. A derailing device comprising a pair of body members shaped to removably hook over railway rails and to abut upon the sleepers supporting the same, tread surfaces on the body members adapted to support a. car wheel out ofcontact with the said railway rails, and grooves on the body members adapted, that on the one member to receive the ange of and guide the car wheel on one side clear across a rail and the groove on the other member t0 similarly receive and guide the opposite wheel to a switch rail.

In testimony whereof, I aiix my signature.

ROBERT GEORGE REA.

Copies of this patent may be attained for five cents each, by addressing the Gommissioner of Patents, Washington, D. G." 

